Transmission lock



April 3o, w46. R. s. TAYLOR 2,399,405 y TRANSMISSION Loox origina; Filed sept. 2, 1939 v 4 sheets-sheet 1 INVENTOR llx v Y I i 655%@ ATTORNEY April 3, 1546.. 1R. s. TAYLOR 2,399,405

TRANSMISS ION LOCK Original Filed Sept. 2,' 1959 4 Sheets-Sheet 2 Ml \\\\\\\\\\\\\\x "51 April 30, 1946. R. s. TAYLOR TRANSMISSION Lock 4 sheets-sheet 5 Original Filed Sept. 2, 1939 30, R s' l TRANSMISSION LOCK original Filed sept. 2, 1939 w 4 sneeis-sheei 4 :Ei E'.

DIPEC Overdrive bra/9 disengaged fun gearforque (forward) CHN P D/zacr To @VERDE/Vf fccwT//VG oAD jun gear' orqu'e [reversed] Fi Q l E.

QVEEDZ/VE jun gear* fvf'que (forward) .D/rec drive c/u/ch disengaged Eig 1-1.5; CHHNGE FFO/Vl OVEEDE/P/E' 7'0 .D

INVENTOR Rabe/@ Tay/0,@ BY/ ww Y ATTRNEY Direc drive c/u 'c/v en 4 a a e5 Patented Apr. 30, 1946 ED? STATES PAT ENT GEH-.CE

TRANSMISSIONLCK Robert S. Taylor, Seattle, Wash..-

Original application S'eptember2 1939; Serial N:

293,214. Divided' and this yapplication' November 20, 1943, SeraLNo. 511,132

6Clams..v (Cl. Vil-183)y My'invention relates to mechanism for--chang ing speedA ratios@ invehicles; and more particu-V larlyr to an7 auxiliary=-over=drivetransmission for automobiles;

It isfamongf the objectsv of my: invention to'v provide'meansf for `lockingl the'v unit inoverdrive;

and" to also provide-means associated with the regular gear shift and accelerator'mechanismsfor'controllin'gthey 'lockingmeana The invention possesses `-other.l obj ectsland 'features-of advant'agazsomeof"which, with the fore-V going, will Lbeset form in the following descrip;

tion' ofil rny"V invention. It is* to be understood` that I-"do'not' limit myself 'to--thisdisclosurefof species of imyrinvention; as I may adopt variant emloodin'rentsl thereof within the scope of the claims.

R-eferring'to the drawings:

Figure `1 is a side elevationalviewshowing myY auxiliary transmission V unitinterposed in` the torque tube of arr automobile.

Figure '-2 4is `av plan-viewg partly-in section, illustrating the"overdrivelocky and: controlmeclianism:

Figures3' to"5'* are"l side vi'ews'of the control mechanism", with portions"'of the case broken awayto'showtlre 'partsinf various Loperative positions;`

Figure 1BisfanA axialsectionalview oflth-e overdrive transmission-` embodying the improvements* of my invention:

'Figures 7 to 9 are detail sectional views voftlieoverdrivelock; illustrating the'v parts in" various operative'positi'ons.

Figurelwis atransverse'sectional View ofthel transmission; taken in aplane indicated by line l D`- 0` of Figure 6; showing portions of the over drive/brake and lock' mechanism.

Figure 11` is" a 'transverse-sectional' View of thetransmission,` takenin a plane'indicated by lineV ll-H of'FigurerG, illustratingone ofthe overdrive brake plates and 'ratchets' Figure 1-2 isla fragmentarytran'sverse sectional view oftlie transmission-,- taken in' a plane indicated byl line- I2'l2` ofv Figure'- 6, showing the inertia wheel audits-clutch;

Figure-IBisfa fragmentary axial `sectional view of the transmission, showing tlie overdrive brake engaged.

Figures 14 and 15? arev detail sectional views taken in' ai plane indicated byL line-|4L| 4 of Figure 13;' illustratingtlief' brakeactuatingf toggles and plates in* engaged-`l and4 disengaged positions.

Figures :flf'torflgl: are diagrammatic Yviews rshow# ing*y the rotationahandf torque conditions' inf the -1 planetary system `atf various V'stages-of' operation- This application lis a division? of "my-copending'v application; Serial 'Number- 2933214- led. Septem'- ber- `2;` 1939.-

Referring tol Figure 1- of" the drawings,V the' auxiliary;f transmissionl embodying.: my invention is: enclosed in a' housingjZ interposed intorque' tube 3o-fan automobile behindthe'regu1artrans= missionl 4; Theeleadin'g portionL (i of th'ejpro peller shaft provides the* driveA shaft. for my unit, and the trailing4v portionlforms the driveny shaft. When poweris'.beingfitransmitted*through` theunit from drive shaft Sito-"driven shaft*v 1; the mechanism is subjected'to -ahl` certain kind" of loading; which I- callv a d-rivingloadW; 'and'fwhen" therear wheels ofV the-car tend` to overrunv the rate at which vthey*are-driven-th'e mechanism is subjected to af: diferent'- loading, which I` term-v coasting'loadf As shown in Figure-6; tlreoverdrive transmission comprises a' planetary` gear system'h'avinga planet pinion 8 journaled on` a short shaft" 9* mounted on` a carrier I l` splined tto-drive"shaft'Y S? Orbit gear I2r of-'th'e planetary:systemv is' xed withinA a'- drum'shaped rotor'y t3 havinga hub` portion |4--splir1edfonv drivensh'aft '1:Y Sun gear' I6 isend spl-inedy to a sleevel'l journaled about"v the drive fshaftjon afneedlerbearing |18- and'pro# videdWith athrust bearing]v lgabuttirig ash'oul# 30 der on the drive shaft'.

The" planetary' system is journal'ed iin a mainV bearing 2| interposed between'theinub-ofrotor'y rings- 22` are arranged between` the" parts ofthe planetary` system. Also; a: reduced endv 23` of" drive shaft l'` is preferablyfjournaled in' a' pilot bearing 241* mounted ooaxally` in` the endAV of hub I 4;

Means a`re"providedr for holding thesun gear against rotation for planetary operation A of the gear system to establish an overdrive-connection between the shafts. Forthispurpose aorieway` brake 'generally indi'cated by reference lnumeral nection (overdrive brake) comprises a central element 26 splined on a sleeve 21 connectable to the sun gear sleeve through a manually shiftable member 29. Sleeve 21 is journaled on the drive shaft on suitable needle bearings 3|; and bearing rings 32 are provided between the ends of the sleeve and adjacent parts. The brake further comprises a pair of annular plates 33 having a limited degree of turning movement with respect to aV fixed element 34 of the housing, and having simultaneous lateral movement axially of the unit from the extended position ,shown in Figure 6 to the collapsed position shown in Figure 13. Complementary teeth 36 are provided on central element 26 and plates 33 of the brake, which teeth are disengaged when the plates are extended and engaged when the plates are collapsed.

Limited turning movement between brake plates 33 and fixed element 34 is provided for by the arrangement shown in Figure 10, comprising a series of pins 31 extending through the plates, and all but one of which pass through guide blocks 38 slidable in notches 39 formed along the inner periphery of the annular fixed element 34. Sleeves 40 surrounding the pins are press fitted in blocks 38 and provide slideways for lateral movement of the plates axially of the pins. Blocks 38 are preferably secured on a ring 4| journaled for oscillation within fixed element 34 to provide addedy bearing for the plates in their turning movement. As shown in Figure 6, ring 4I is preferably made in two pieces -for convenience in assembly.

Springs 42 are provided about projecting ends of pins 31 for urging the brake plates 33 toward collapsed position, and suitable collars 43 are preferably mounted, on the pins for limiting outward movement of the plates. Extension and collapse of the plates is controlled by toggle links 44 pivotably connected between the plates and fixed elements 34. As shown in Figures bland 15, the toggles operate to collapse the plates when the latter turn backward (counterclockwise); and function to extend the plates when the lattervturn forward (clockwise) relative to the fixed element. Backward turning movement is transmitted from the sun gear to the plates by means of spring pressed pawls 45 mounted on the plates and engaging suitable ratchet teeth on central brake element 26, at shown in Figure l1.

When plates 33 are collapsedto engage the brake, the sun gear is held against forward (clockwise) rotation by the holding action of the toggles. The torque'of thev sun gear is of course transmitted to the brake plates through the engaged teeth 36, and if suiiicient clockwise torque is put on the plates the toggles will be extended against the action of springs 42 to disengage vthe plates from central element 26, `thereby, releasing the sun gear. Subsequent backward turning of the sun gear then causes the toggles to collapse due to the fact that this backward motion is transmitted to the brake plates through ratchet pawls 46.

By this one-way brake arrangement the latter is engaged to hold the sun gear when it turns in a reverse (counterclockwise) direction, and is disengaged when the torque of thesun gear inthe forward (clockwise) direction exceeds a predetermined value. The brake is not a friction device for holding the sun gear, but is a positively engaging brake for locking 'the sun gear to the xed element.

It is to be noted that brake plates 33 close with a combined inward and turning motion by reason of the toggle action, and that the teeth 36 on plates 33 are turning in the same direction as the teeth on element 26 at the time of engagement; and it is further to be noted that the brake engages when the sun gear is just starting to turn backwards and at a time (coasting load) when no driving load is being transmitted through the mechanism. This particular action provides for synchromeshing of teeth 36,

from closing too easily. However, little torque is required to collapse the toggles compared to that needed for their opening. movement.

On the other hand, disengagement of the brake is responsive to turning of the sun gear in the opposite (forward) direction, and is also dependent upon the torque of the sun gear in this direction. The angular position of the closed toggles requires considerable torque to open them against the action of springs 42. Once the toggles start extending however they offer less and less resistance to opening movement, so that torque sufficient to start opening them is sulcient to insure complete opening movement. "Quick opening action is further provided by tangent springs 41 (Figure 10) interposed between screws 48 and blocks 38. These springs urge the plates forward and function to snap the toggles into iinal open position once the initial resistance of the toggles has been overcome by the torque of the sun gear.

When the brake is engaged, s'un gear i6 is locked to fixed element 34. The act of holding the sun gear against rotation establishes an overdrive connection between the shafts through the planetary gearing. In other words, the driving thrust is transmitted from drive shaft 6 to orbit gear I2 through planet pinion 8 which planetates about the fixed sun gear. The orbit gear thus rotates in a forward (clockwise) direction at a faster rate than the drive shaft, and this overdrive speed is reflected by increased speed of driven shaft 1.

Means are also provided for locking the gears of the planetary system together for unitary rotation to establish a direct or one-to-one drive connection between the shafts when the sun gear is released by disengagement of the overdrive brake. For this purpose a one-way or overrun ning clutch generally indicated by reference nu meral 49 is interposed between parts of the planetary system, preferablybetween the sun and orbit gears; and comprises a pair of Clutch rings 50 and 5I between which a series of clutch rollers 52 are disposed. The-inner `ring 50 is splined to sun gear sleeve l1, and the outer ring 5l is secured to the orbit gear rotor through a connecting ring 53 secured within the rotor alongside the orbit gear. A ball bearing 54 is also interposed between the clutch rings to provide a journal when the clutch is overrunning.

The one-way clutch operates to lock the gears together whenever the sun gear is vfree and the drive shaft tends to overrun the driven shaft, thus establishing the direct drive connection. It is to be noted that thev direct drive lclutch is interpnseni;between.4 the; sumandrbit gearsrofthe planetary* system,` so. that. the-y drivingi' thrust isv partly-transmitted.through thelplanet pinion and partlyi througnthe 'clutch'. If thefclutchk were interposed directly between theY shaftsthedriv-- ingfthrust would becarriedentirely bythe' clutch,

whereasin. my; arrangement the clutch carries. or-ilyvpartlA of: thelo'ad and isthereby` subjected: to; less stress: and wear." Itis further. to'be notedl thatv theorie-'wayA clutch cooperates with the. sun" gearf'brakeainf-the overdrivefrelationship; because when-theasurrgear'is` held, the orbit gearfoverways-action: of the clutch.

Means` aref also'. preferably providedk for Aoption'- Y allyvlocking thei sun' gear.v to the orbit-l gear" tor positively connect them for unitary rotation. Forthispurpose theclutch memberfis shiftable to engageeither. teeth. 6l onda sleeve zl'or teeth B2i on' anelement splinedto-bell ring-53 ofthe orbitgear head2. In thelatter case the overdrive brake is'render'ed inactive, and-the unit is positively locked-in direct drive. Suitableshifting means'suchas a yoke 63 connected with a` lever irriL the"` drivers compartment is arranged to give thefdriver control of this optional shift.

Referring to Figures 16`t0` 19, the operationof thetrans-missionthus far described is as follows: Consider'that optionally shiftable clutch memberf 29"isengaged with teeth 6I to render the overdrive; brake active, and also consider that the overdrive brake" is disengaged. Under these conditions the sun gearis free and the parts o1' the planetary system are locked together for direct drive through one-way clutch 49 as long as a'driving load is being transmitted through the gearing. At this time the torque of the sun gear is forwardfclockwise) as shown in Figure 16, and the sun gear is prevented from rotating forwardly fasterthan the orbit gear by reason of the one'- way-clutch.

When the'momentum ofthe car puts a'coasting load' on the unit', the orbit gear tends toV rotate clockwisefasterthan the rate atrwhich it is being driven from the engine. This causes the plant pinion to start turning clockwise about its own axis', causing: a reversal of torque on the sun gear' andteriding to turn4 theflatter backward (counterclockwise); As a result, brake plates 33 are turned backwardf through ratchet 36, thuscollapsing toggles 44. to engage the brake and lock the sun gear to the Xed element. Aslsoon as the sun gear is locked the pinion is forced to planetate about it, ,thus establishing an overdrive connection-between the shafts. At this time the direct driveclutch 49 disengages because the orbit gear starts overrunning thev sun gear in a clock-1y wise` direction. Figure 17 shows the rotational andv torque-relationships between the parts duringY the period of shift from direct to overdrive.

Oncev the sun gear is locked and the overdrive connection established, the driving thrust is transmittedfrom the drive to the driven shaftthrough the-planetating pinions, and duringfplanetation of the system the sun gear torqueisagain forward as' shown in Figure 18. The sun gear is preventedfromturning in thisdirection however becausefofthe engaged'brake. At this time the forward-torqueof the sun gear is transmitted to brakeplatesxBS-through engaged teeth 36, tending` to-openthe toggles against thei holdingl action-of= springs 42.

able; afn'd islca-lc'ulatedV2 to Amaintain the* overdrive- Asfalready mentioned, the: torque necessary' toppen theV toggles isV :consider-- ceeds a'predetermined` value;r

sufficient to.V disengage Ythe` brake, .theV sun.. gear. is 'released.. Immediately theisun; gearn tendsl to` spint clockwise; but it; is prevented' from.. rapid acceleration: by.. reasoniof `the. inertalof fly. wheel I Asfthefinertia: ofi the.'independentLload-imposed by the y wheel is overcomerhowever;the. sun.: gear.` gradually.' accelerates ki upr to the i speed of th'e-orbit'geangahd when` the sun gear tends*` tor exceed? theispee'di. ofth'e.` orbit'f gear, clutch `lilt engagestto lock thecgearsitogether for unitaryrotation tol establishltheldirect.drive connection.

See Figureili.

Whileithe-ltransmission thusV far described is anenti'rely. `practical unit, Il have found that `itpossesses certainV inherent'il limitations as far as theperformanceifof the .car is concerned. For example, thelunloadin'g torque'of the overdrivebrakei' cannoti be'` set@ to disengage the brake lat; lowerspeedsand' stillbe sufficient to maintain the overdrive connectionat. higher speeds,- it being understoodthat' the-torque ontliersungear increases with the speed due tothe increased power requirement for fast acceleration. InorderVv to prevent the. unit from dropping back into direct atlthe higher speeds I provide 'means for lockingVv theu'n'it Yin the overdrivev connection. However,

whenv the unit is locked inoverd'rive athigherk car speeds another problem is-presented. Thus, when a-l caristravelingalongl at say 50 M. P. H. and-thedriver wishesl to -pass another vehiclel heneeds to be able to give rapid' acceleration to his Rapid acceleration in--overdrive is'not possible becauser ofthe high gearl ratio, and it is' therefore desirable to momentarily drop back into direct driveL (normalhigh gear). I therefore also provide means forl disengaging the overdrive look; this' lock control means being preferably associatedV with the regular gear shift and accelerator mechanisms of the vehicle to synchronizeA the lock action with themanually operated elements of these mechanisms;

The overdrive-"lock and control mechanism is shown in Figures 1 to 1'0. As shown in Figure 10, a thrust rod 'H` is slidably mounted.r in a tube 12 mounted tangentially'on fixed element 34'so that the outer' end of'the tube is external of the transmission housing. The inner end of rod 1I terminates in a yoke i3embracing a sleeve of one ofthe'- brakepins3'l, the sleeve in this instance beingprovided' with two flanges 'I5 for retaining Y. the yoke 13, as shown in Figure 6. Rod 1l therefore slides back andforth in tube-'|2when blocks 38 oscillateV in notches 39 during the engaging and disengaging movement of the brake plates 33. Figure 10'shows blocks38 in their clockwise limit of movement, which is their position when the brake is disengaged (direct drive). When the blocks move to theirv counterclockwise limit of movement the'brake is engaged (overdrive), and at thistime rod H moves inwardly with respect to the outer end ofhousing tube 12.

Referring nowV to the horizontal sectional view of Figures 2 andl, itis seen that if means are provided forholding rod 'H'in its inward position the brake" will be prevented from disengaging and the unit will be locked in overdrive. The lock preferably comprises a plunger 14 slidablewithin a transverse neckportion 16 of tube 12. Whenthe plungerv is'extended inwardly its end portion H islinterp'osed: between a' pair"o f balls 18 lying between rod 1I and a plug 19 connection until? theztorque offsthezsun., gearl'exe the end of the tube. The inside of tube 12 is oval-shaped to provide an enlarged cavity for the ballsso that the latter are permitted a degree of transverse rolling action to allow the plunger to be withdrawn easily. This anti-friction locking device is very important, because there are times when the plunger must be withdrawn under the axial thrust imposed on rod 1| by the torque of the sun gear.

End 11 of the plunger is preferably tapered off along an inclined plane 8| so that slight retracting movement of the plunger is suicient to cause the plunger to be fully retracted by the compres-` sion of the balls under axial thrust of rod 1|. A lip 82 at the extreme end of the plunger serves to keep the balls separated when the plunger is fully retracted. The plunger is normally pressed forward by a spring 83 interposed between a housing cup 84 and a cap 86 on the end of the plunger. The thrust of this spring is sufficient to extend the plunger between the balls when rod 1| slides back to overdrive position.r By this arrangement the unit is automatically locked in overdrive whenever the plunger is conditioned for extension between the balls.

Means associated with the throttle pedal 85 (Figure 1) of the accelerator mechanism are provided for retracting lock plunger 14. For this purpose a pull wire 81 protected by a tube 88 is projected into the end of housing cup 84 and provided with a head 89 within plunger cap 86. This arrangement provides a telescoping action between the plunger and the wire, so that the plunger is free to retract a greater distance than the pull wire movement. The forward end of pull wire 81 is carried to a mechanism in a case 9| on the side of the regular transmission housing 4, and from this mechanism another pull wire 92 is carried forward and provided with a stop 93 to be engaged by a part 94 of the throttle rod 96. These parts are so arranged that when throttle pedal 85 is fully depressed wire 92 is pulled forward slightly. This pulling movement is carried back through the mechanism in case 9| as shown in Figure 4 and hence through wire 81 to retract plunger 14 a short distance, say 1/8 inch or less, sufficient to allow a ball 18 to move under inclined plane 8| of the plunger as shown in Figure 7, whereby the ball will lift the plunger up if the torque of the sun gear is imparting axial thrust to rod 1I, thereby allowing the auxiliary transmission to change to direct drive. When the unit is in direct drive under these circumstances the lock plunger 14 merely sets on one of the balls, as shown in Figure 8, and will relock immediately upon the unit going back into overdrive.

This control arrangement permits the driver to disconnect the overdrive lock and drop into direct drive at any time under driving load by simply fully depressing the throttle pedal. The times when it is desirable to go into direct drive in the higher speed ranges are those when greater power is required, as when the driver wishes to pass another car, and the natural thing to do at this time is to depress the throttle pedal. Of course, the lock disengagement is by manual control, but the driver does not have to pull a separate button or lever, he merely depresses the throttle pedal which he would do in any event under the circumstances. This change from overdrive to direct during driving load (open throttle) is an important feature of my invention.

Instead of connecting pull wire 92 with the throttle pedal it may be associated with the clutch pedal 21 by a stop 98 engageable by a linkage 99 connected with the clutch pedal lever |0I. If desired, connections with both the throttle and clutch pedals may be provided. A second pull wire |02 is also preferably provided to operate independently of pull wire 92, the secondvwire being connected to a pull button or lever on the dash board for independent manual control of the lock plunger to condition the unit to change to direct drive, should the torque conditions be such as to effect such change. The pull wire |02 is limited by a suitable stop so that the plunger 14 retracts only to the position shown in Figure 8, whereby the plunger may move back to the locking position.

The coaction of the overdrive lock with the normal automatic operation of the transmission will be readily appreciated. Thus, assume that the car is traveling with the unit locked in overdrive, and that the driver wishes to pass another vehicle. He steps down fully on the throttle pedal to retract lock plunger 14, thus allowing the torque of the sun gear to release the overdrive brake in accordance with the mode of operation described in connection with Figure 19. The establishment of the direct drive connection drops the gear ratio to normal high gear, and the engine speeds up to provide greater power for accelerating the car about the vehicle to be passed. After passing the vehicle the driver naturally lets up on the throttle pedal, and the subsequent coasting load reverses the torque on the sun gear and automatically shifts back into overdrive in accordance with the mode of operation described in connection with Figure 17, whereupon the plunger 14 reseats itself between the balls to again lock the unit in overdrive.

The only other condition to take care of is that of releasing the overdrive lock whenever the regular transmission is shifted back into a lower gear or reverse, so that the auxiliary unit may go into direct to lower the gear ratio for starting loads. This is accomplished by the mechanism in case 9 I. As shown in Figures 2 and 3, pull wire 81 from the lock plunger is connected to a lever |08 pivoted on a pin |01, and are connected with pull wires 02 and |02. Levers I 08 each have a lug |09 engageable with lever |06, so that movement of either lever |08 causes movement of lever |06, thereby tensioning pull wire 81 to retract plunger 14.

A bell crank I|I is also pivoted on pin |01 and has one arm adapted to bear against lever |06. The other arm of the bell crank is connected to one of a pair of spreader links ||2, the other link of which is pivoted to a fixed pin I I3. A third link I I4 is connected to the central pivot of the spreader link and is fastened to a bracket II6 on the usual intermediate-high shift rod |I1 of the regular transmission. In some types of transmissions the shifting yoke I8 slides along a fixed rod, and in these cases the rod would be made slidable and shifting yoke I8 pinned to it.

Whenever the regular transmission lever I9 is shifted to or through neutral the spreader links I2 are extended as shown in Figure 5. If shifted to neutral or into low o1' reverse gear the links stay extended, and if shifted through neutral from high to intermediate gear or vice versa the links are extended and then collapsed in the opposite direction. In any case there is a period when the links are extended and this operates to; turn lever MitiVr and move pullwire `8l. In Figure k it will be seen that the extension of lock plunger is-then latched inthe fully retracted position byI a latchj plate |2| pressed forwardly under a shoulder of the plunger by a spring l2?. With the piunger latched in the retracted position the pull Wire head il!)` is free to move forward, b-y reason of its telescoping relation to the plunger cap, when the regular transmission is shifted directly through neutral andlinks H2 collapsedin one direction or the other.

With the lock plunger retracted, thrust rod tracted position because the intermediate-high shift rod Hl is in neutralv position and links H2 remain extended to keep' tension on pull wire d?. When the regular transmission is shifted to intermediate'A or highv gear however, links H2 collapse and lock plunger 'M is held retracted solely" by latch |2|. Therefore, when the unit subsequently goes into direct under torque, the thrust rod '|I moves out to kick over a pivo-ted finger |23 to retract latch plate |21, as shown in Figure 8,y and allow plunger 'M to slide clear of latch |2| and move down to seat on a ball.

The importance of the above described mechanism for the overdrive lock will be appreciated by considering the operative sequence in the actual operation of an automobile. When the regular transmission is shifted into either reverse or low gear, lock plunger 14 is positively held out by extended links H2, and torque immediately puts the auxiliary unit in direct drive, which of course is desirable in the lower gear ratios. When the regular transmission is shifted to intermediate gear the positions of the locking parts are as shown in Figure 8. Pull Wire head 89 has receded due to the collapse of links I2, and lock plunger 14 rests on one of the balls 18. The unit usually stays in direct at this time because of driving load conditions, and therefore the parts remain as shown in Figure 8 during the shift through intermediate. Upon shifting into high gear, plunger 14 is lifted but returns again to the position shown in Figure 8, the latch |2| being held out at this time by finger |23.

Subsequently, when a coasting load is applied to the unit the latter goes into overdrive, and locking plunger 1d moves to the locking position shown in Figure 2. The unit now stays locked in overdrive unless the plunger is temporarily pulled out by the accelerator pedal or the regular transmission is shifted back into neutral or into a lower gear. For example, consider that the car has come to a stop in overdrive and is then started in second gear, as is often done when coming to a pause at a stop sign in modern driving. When the regular transmission is shifted through neutral into second gear the links ||2 are momentarily extended to fully retract and latch locking plunger 14, as shown in Figure 9. Driving thrust is now applied causing the unit to go into direct to cut out the overdrive and provide the full second gear ratio for starting torque. When thrust rod goes forward in the direct drive relationship it releases latch |2| and locking plunger 14 drops down on one of the balls as shown in Figure 8. The shift from intermediate into high gear now takes place as This movement is sufficient to retract, lockplunger 'I4 fully, as shown in Figure 9. The' previously described; andthe unlatched` plunger is lconditioned toA drop intol locking engagement verse orlow gear, the lock plunger 'Mis positively held out by tension of the pull wire 81 due to the extended links H2. Auxiliary transmission therefore goes` into direct drive under torque of driving load.

2. When regular transmission is shifted from low to intermediate gear (auxiliary unit in direct drive) the lock plunger 14 moves down past the retracted latch plate 2| and seats Ona ball 18. Lock plunger 'hl is now conditioned to lock the overdrive," but unit stays indirect because, of

driving load.

3. When regular transmission isy shifted from intermediate to high gear (auxiliary unit still in direct drive) the lock plunger 'I4 is temporarily retracted but comes backy to rest on` a ball' 18. Then as soon as a coasting load is applied to the unit it goes into overdrive and the lock plunger moves down between the balls to lock the auxiliary transmission in overdrive.

4. When regular transmission is shifted from high to intermediate gear (auxiliary unit in overdrive) the lock plunger 'i4 is fully retracted and held out by latch |2|. The unit may then go into direct drive under torque, to provide the standard second gear ratio for ample starting thrust.

5. The locking plunger may be retracted at any time to allow the unit to change from overdrive to direct by simply depressing the throttle pedal fully, which withdraws lock plunger 14 enough to allow balls 18 to move together under the thrust of the applied torque. In this case the plunger merely sets on a ball and is adapted to relock again immediately upon the unit going into overdrive.

I claim:

l. A lock for a gear system, comprising a movable member operatively connected with a part of said system, a locking plunger movable transversely of said member and having extended and retracted positions, means for retracting the plunger, a latch for holding the plunger in retracted position, and means responsive to movementof said member for disengaging the latch.

2. A lock for a gear system including a torque controlled overdrive, comprising a member operatively connected with the system to be withdrawn when the overdrive is operating and advanced when the overdrive is inoperative, a locking plunger movable to extended position to lock said member in withdrawn position and to retracted position to free said member, means for retracting the plunger, a latch for holding the plunger in retracted position, and means responsive to movement of said member for disengaging the latch.

3. A lock for a gear system including a torque controlled overdrive comprising a rod connected with the torque controlled devices and movable to inward position when the system goes into overdrive and to outward position when the system goes out of overdrive, a fixed element aligned with the rod, a pair of balls disposed between the rod and the iixed element, a. plunger having an inclined end arranged to press between the balls, a spring for pressing the plunger between the balls .when the rod is moved to inward position, and means for retracting the plunger.

4. A look for a gear system including a torque controlled overdrive comprising a rod connected with the torque controlled devices and movable to inward position when the system goes into overdrive and to outward position when the system goes out of overdrive, a fixed element aligned with the rod, a pair of balls disposed between the rod and the fixed element, a plunger having an inclined end arranged to press between the balls, a spring for pressing the plunger between the ball when the rod is moved to inward position, means for retracting the plunger, a latch for holding the plunger in retracted position, and means responsive to movement of said rod for disengaging the latch.

5. A lock for a gear system including a torque controlled overdrive comprising a rod connected with the torque controlled devices and movable to inward position when the system goes Yinto overdrive and to outward position when the system vgoes out of overdrive, a fixed element aligned with the rjod, a pair of balls disposed between the rod and the fixed element and capable of rolling a short distance laterally with respect thereto, a plunger having an inclined end arranged to press between the balls, a spring for pressing the plunger between the balls when the rod is moved to inward position to seat one of the balls near the edge of the incline, and means for retracting the plunger to roll the near ball over the edge of the incline whereby the rod is released.

6. A lock for a gear system including a torque controlled overdrive comprising a rod connected with the torque controlled devices and movable to inward position when the system goes into overdrive and to outward position when the system goes out of overdrive, a iixed element aligned with the rod, a pair of balls disposed between the rod and the fixed element and capable of rolling a short distance laterally with respect thereto, a plunger having an inclined end arranged to press between the balls, a spring for pressing the plunger between the balls when the rod is moved to inward position to seat one of the balls near the edge of the incline, means for retracting the plunger to roll the near ball over the edge of the incline whereby the rod is released to effect complete retraction of the plunger, a latch for holding the plunger in retracted position, and means responsive to movement of said rod for disengaging the latch.

ROBERT S. TAYLOR. 

